Method and device for adjusting a window glass, in particular on a cabriolet, with anti-trap protection

ABSTRACT

A method for adjusting a window glass of a motor vehicle, with anti-trap protection, in particular on a cabriolet or coupe, with a motor-driven and electronically controlled adjustment mechanism. In a partly open position of the window glass a gap exists between a side edge of the glass and an adjacent glass edge of a further window glass, or of a chassis component, for example, the pillar of a door frame. The gap is closed on closing the window glass by [means of a] movement in the Z- and X-axes. The window glass moves essentially vertically (in the Z-axis), on going from the at least partly opened position to an almost completely closed glass position, while maintaining a vertical gap, between the side edge of the glass and an adjacent sealing edge of a further window glass or a chassis component and, in the last phase of the closing process, an essentially horizontal displacement (in the X-axis) and/or a rotary movement of the window glass occurs about the transverse axis (Y-axis).

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority of International application numberPCT/DE01/00105, filed Jan. 9, 2001, which in turn claims priority ofGerman application number 100 02 466.1, filed Jan. 21, 2000.

BACKGROUND

The invention relates to a method for adjusting a window pane of a motorvehicle with anti-trap protection, more particularly for a window paneof a cabriolet and to a device for carrying out the method. It isdirected to improving the detection of jamming incidents in so-calledscissor gaps which adjoin a side edge of the window pane.

From DE 30 34 118 C2 a method is known for controlling a motor-drivenwindow lifter with anti-trap protection which calculates on the basis ofmeasured values of the drive train, dynamic characteristic values of thewindow pane, such as e.g. speed and acceleration, and comparessuccessive data with each other. If within the monitoring range for theadjustment speed of the window pane a deceleration is determined whichlies outside a permissible range then a trapped incident is assumed andthe window pane is moved in reverse.

Using this detection principle, which is designed as an indirectanti-trap protection, quite good results have been obtained when sensingtrapped parts of the body and objects which stand directly in the way ofthe adjusting direction, but this did not however relate to monitoringso-called scissor gaps, as occur in cabriolets, coupes and rear windows.Considerable shear stresses can appear in these side gaps before thedescribed indirect anti-trap protection responds. Safely restricting thejamming forces can scarcely be reached in this way.

These problems can however be overcome by using a so-called directdetecting anti-trap protection such as for example by using an electricswitch strip fitted along the edge of the pane or along the closing edgeon the body side associated therewith. This system has the drawbackhowever that the switch strips may have to be incorporated in the designof the vehicle and additional costs may be incurred. A correspondingsystem is described in DE 197 20 713 C1.

SUMMARY

The object of the invention is to provide with simple means an anti-trapprotection which ensures high functional reliability even for sidescissor gaps.

According to this it is proposed that during the closing process in afirst phase a window pane is moved substantially vertically (in theZ-direction) between an at least partially opened and a practicallycompletely closed position whilst maintaining an acute-angled gap whichwidens out in the closing direction between the side edge of the paneand an associated closing edge of a further window pane or a bodyworkpart, and that then in the second phase of the closing movement thewindow pane undergoes a substantially horizontal displacement (in theX-direction) and/or a rotational movement about the transverse axis(Y-axis).

It is thereby possible to use a cost-effective passively detectinganti-trap protection with which it is possible to monitor as the windowpane is closed first the substantially vertical movement phase and thenthe substantially horizontal movement phase. Shear stresses on anyobject which might possibly be trapped can practically no longer occursince as a result of the wedge-shaped gap which opens out in the closingdirection the object is pushed in the direction of movement and is notrestricted. The objects which engage in the so-called scissor gap arealso subjected in the last phase of the closing movement only to theusual pressure strains as occur during the substantially verticalclosing movement.

In order to reverse the path of movement according to the invention theadjusting mechanism has suitable guide slides or guide rails whichcontrol the path of the window pane through slide elements which aremoved thereon. The slide elements are in active connection with a drivedevice of an adjusting mechanism and thus transfer the adjusting forceto the window pane. Instead of guide slides or guide rails the phases ofthe vertical and horizontal adjusting movement of the window pane canalso be controlled through a lever gearing. The acute angled gap betweenthe side edge of the pane and an associated closing edge is keptconstant during the vertically directed closing movement in order toensure that during this phase nothing can be trapped. There is howeveralso the possibility of slightly widening out the acute angled gapduring the closing movement.

A preferred use of the invention stems from a simultaneous triggering ofa closing command for two window panes which by their two side edgesform a common closing area. The adjusting movements of the two windowpanes are controlled electronically and matched with each other so thatbetween the side edges inside the region of the at least partiallyopened and the practically completely closed pane positions there alwaysremains a non-constricting acute angled gap. The adjusting movement ofthe two window panes can thereby run synchronously so that the twowindow panes reach their closing positions simultaneously. In the lastphase of the closing movement the window panes execute a substantiallyhorizontal displacement (in the X-direction) and/or a rotationalmovement about the transverse axis (Y-axis).

Before the second and last phase of the closing movement of the windowpane is executed in order to reach the fully closed window position, theupper edge of the pane should form with the associated outer contour ofthe body sealing area at the most such a narrow gap that it is notpossible to insert parts of the body. Preferably the upper edge of thewindow pane is already located in part in the sealing area so that theupper edge is covered by the sealing profile.

Naturally the adjusting movement of the two window panes can also runasynchronously so that these reach their closing positions one after theother. A first window pane in the last phase of its closing movementthereby executes a substantially horizontal displacement (in theX-direction) and is operated at a higher adjusting speed than the secondwindow pane which in the last phase of its closing movement executes arotational movement about the transverse axis (Y-axis) whereby the firstwindow pane reaches its closing position before the second window pane.

In the event that only the first window pane was opened and the secondwindow pane remains closed after triggering a closing command at firstthe second window pane should be opened at least in part until asufficiently large (defined) acute angled gap has arisen. After theopening of the second window pane or even during the opening process thefirst window pane can be moved into the closing position. The secondwindow pane is then closed.

In order to safeguard that the window pane at the conclusion of thesecond phase of the closing movement has actually reached its fullyclosed position a second press into the substantially vertical direction(Y-direction) is recommended. To this end a control of the drive in saiddirection for a fraction of a second is generally sufficient.

The electronics unit which serves for the anti-trap protection functionalso controls the adjusting mechanics and movement sequences of the twowindow panes corresponding to a program filed in an electronic memory.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be explained in further detail with reference tothe embodiments illustrated in the drawings in which:

FIG. 1a shows a diagrammatic view of two adjustable window panes of acoupe in a partially opened position with a conical or expanding gapthat opens in the closing direction between the side edges of the panes;

FIG. 1b as FIG. 1a, but in a practically completely closed position;

FIG. 1c as FIG. 1b but after the gap has been closed;

FIG. 1d as FIG. 1c but after an additional slight adjusting movement ofthe two window panes in the vertical direction;

FIG. 2 shows a diagrammatic view of a rear door of a motor vehicle witha partially lowered window pane wherein a gap which opens in the closingdirection is provided between the side piece on the C-pillar side andthe associated side edge of the window pane.

The embodiment illustrated in FIGS. 1a to 1 d and described below showsa number of phases of the adjusting movement of two window panes 1 and 2which goes far beyond that which utilizes the principle of theinvention. The core of the invention actually exists in the maintainingof a conical or expanding gap 111 which opens in the closing directionbetween a side edge 11 of the window pane and a closing edge 21, 51associated therewith, namely during the entire adjustment of the windowpane 1 from an at least partially opened position to a practically fullyclosed position. This can generally be reached with simple movementsequences which have no more than two successive movement phases. Thetimed sequence of these movement phases is thereby not to be understoodwithin a strict sense since simultaneous action is not essential so longas the need for the non-constricting wedge-shaped gap 111 is taken intoconsideration. The wedge-shaped side gap 111 is only closed when thereis no more risk of entrapment between the upper edge 10 of the windowpane 1 and the lower edge 30 of the associated sealing area 3 of thebodywork.

The diagrammatic illustration of FIG. 1a shows the partially openedwindow panes 1 and 2 of a cabriolet or coupe where on the bodywork sideonly the so-called girth line 4 of the vehicle and the sealing area 3associated with the upper edges 10, 20 of the panes are indicated.Whereas the window pane 1 mounted in the vehice door (not shown) is inmany cases moved by cable or arm window lifters, the displacement of thesubstantially smaller window pane 2 which is to be lowered in thevehicle body takes place generally by means of a so-calledpath-controlled window lifter where the window pane can be movedsimultaneously in the z and x direction along curved guide slides andpivoted in the x-z plane. In this embodiment, adjustment mechanismscomprise lever gearings 17 and 18 and are connected to electronics unit19. These technical means which are known per se are designed, and thetravel over the adjustment path of the window panes 1, 2 is controlled,so that during the overall adjusting process the window panes 1, 2include an acute angled gap 111 between the side edges 11, 21 of thewindow panes between the at least partially opened position and apractically completely closed pane position.

This gap 111 arises as the window pane 2 is lowered as a result of aswivel movement about a swivel axis 22 which lies according to thisembodiment in an extension of the side edge 21 underneath the windowpane 2. Naturally the swivel axis 22 can also be provided at anotherpoint in dependence on the structural conditions. For completeness only,it should be pointed out that furthermore or in place of the window pane2, the other window pane 1 can be swivelled or tilted anti-clockwise inorder to observe the desired wedge shaped gap 111 which opens in theclosing direction (Z-direction).

The opening angle α of the wedge-shaped gap 111 can be kept very small(for example 1 degree) for lowering the risk of injury in comparisonwith the known scissor gaps where during the closing process the gapwidth as a rule decreases continuously. In principle it would besufficient if a constant gap width could be guaranteed over the relevantadjustment path. As a result of the unavoidable tolerances it thereforeappears advantageous to provide structurally at least a small openingangle α. The greater the opening angle a and the width of the gap 111,the lower the risk of injury therefore.

From the position illustrated in FIG. 1a the window panes 1, 2 can bemoved synchronously into the substantially closed position, as shown inFIG. 1b, wherein the upper edges 10, 20 of the window panes 1, 2 liealready inside the sealing region 3, without however having already toreach the sealing stop. The window panes 1, 2 are thereby moved alongthe adjusting directions 100, 200 parallel to the withdrawing line 110,e.g., in a substantially vertical direction.

The window pane 2 can where applicable also be moved along the adjustingdirection 200′ wherein the gap width would increase, and the sensitivityregarding a trapped incident between the upper edge 20 of the windowpane and the seal 3 which is inclined sharply in this area would beimproved. Furthermore a swivel movement about an axis 22 in theclockwise direction can also be superimposed on this movement along theadjusting direction 200′, which would lead to an enlargement of theopening angle α. In the event of a closing movement along the adjustingdirection 200′ the swivel movement can take place about the axis 22 alsoanticlockwise but only to such an extent that the gap width which widensout as a result of the closing direction 200′ which is inclined to thewithdrawing direction 110 is not overcompensated by the contra swivelmovement. Restriction of the gap 111 and reduction of the opening angleα are not permissible.

After the situation shown in FIG. 1b has been reached, the gap 111 canbe closed by a swivel movement about the swivel axis 22 in the direction201, e.g., in a substantially horizontal direction. Any object whichmight possibly be present in the gap 111 can be detected by theanti-trap protection device safely and by guaranteeing comparativelysmall jamming forces since this movement phase in the direction 201 hascomparable conditions regarding the closing movement in the direction200, 200′ (in the direction of the sealing area (3).

At the same time as the swivel movement of the window pane 2 in thedirection 201 where necessary a horizontal displacement movement of thewindow pane 1 can take place in the direction 101. In this case loweringof the window pane 1 would involve a displacement in the drivingdirection, e.g. in order to achieve a rapid separation of the side edge11 of the pane from the sealing element 210 which is formed on the sideedge 21 of the other window pane 2.

After reaching the situation shown in FIG. 1c where necessary a secondpress of the window panes 1, 2 into the substantially verticaladjustment direction (phases 102, 202) can be proposed in order to reacha sealing stop 31 with the upper edges 10, 20 of the pane. It is thusguaranteed that a completely closed situation is reached (see FIG. 1d).

In addition to the substantially simultaneous adjustment of the windowpanes 1 and 2 described with the aim of achieving the closed positionsas simultaneously as possible, the adjustment of the window panes 1, 2can however also take place in succession with different adjustingspeeds or with only partially synchronously running movements. Which ofthe many possible design variations is to be selected depends on thestructural factors such as in particular the adjusting kinematics andother peripheral conditions (e.g. the requirements of the automobilemanufacturer).

FIG. 2 shows diagrammatically a rear door of a motor vehicle with apartially opened window pane 1. The window pane 1 is located in a statetilted at angle α about the swivel axis 12 so that its side closing edge(on the C pillar side) includes with the associated closing edge 51 ofthe associated side piece 5 of the window frame a wedge-shaped gap 111which opens in the closing direction. During the closing movement thegap 111 is not restricted. Only after the upper edge 10 of the windowpane has projected into the sealing area or forms with the lower edge 30of the sealing area 3 still only such a small gap that parts of the body(more particularly fingers)can no longer be clamped, is the window pane1 swivelled back into the vertical position corresponding to the swivelcurve 101′ by the adjusting mechanism 13, comprising slide elements 14on guide rails 15. The edges 10, 11 of the window pane are again alignedparallel to the associated regions of the seal 3. When necessary a presscan then take place in the vertical direction 100 in order to ensurethat the upper edge 10 of the pane has actually reached the sealing stop31.

What is claimed is:
 1. A method for adjusting a window pane of a motorvehicle with anti-trap protection and a motor driven and electronicallycontrolled adjusting mechanism, comprising: moving the window pane to anat least partially opened position and forming an acute angled gapduring an opening movement of the window pane between a side edge of thepane and an associated closing edge of one of a further window pane anda bodywork part; moving the window pane substantially vertically fromthe at least partially opened position to a practically completelyclosed position while maintaining the acute-angled gap between the sideedge of the pane and the associated closing edge of the one of thefurther window pane and the body part; then moving the window pane in atleast one of a substantially horizontal displacement and a rotarymovement of the window pane about a transverse axis.
 2. The methodaccording to claim 1 wherein as the window pane travels between the atleast partially opened position and the practically completely closedposition of the pane, the acute-angled gap between the side edge of thepane and the associated closing edge is one of increased and keptconstant.
 3. The method according to claim 1 wherein the window pane isa first window pane and the one of the further window pane and the bodywork part is a second window pane, wherein after a simultaneoustriggering of a closing command for two window panes which with theirtwo side edges form a common closing area, the adjustment movements ofthe two window panes are electronically controlled and matched with eachother so that between their side edges within the area of the at leastpartially opened and practically completely closed pane positions therealways remains a non-constricting acute-angled gap.
 4. The methodaccording to claim 3 wherein the adjusting movements of the two windowpanes run synchronously so that these reach their closing positions atthe same time.
 5. The method according to claim 4 wherein both windowpanes in a final phase of the closing movement execute the at least oneof the substantially horizontal displacement and the rotary movement ofthe window pane about the transverse axis.
 6. The method according toclaim 3 wherein the adjusting movements of the two window panes runasynchronously so that these reach their closing positions one after theother.
 7. The method according to claim 6 wherein the first window panein a last phase of its closing movement executes a substantiallyhorizontal displacement and is operated at a higher adjusting speed thanthe second window pane which in a last phase of its closing movementexecutes a rotary movement about the transverse axis wherein the firstwindow pane reaches its closing position before the second window pane.8. The method according to claim 1 wherein the window pane is a firstwindow pane and the one of the further window pane and the body workpart is a second window pane, and wherein after the triggering of aclosing command for the at least partially opened first window panewhich in a second phase of its closing movement executes a substantiallyhorizontal displacement, first the second window pane which in a secondphase of its closing movement executes a rotary movement about thetransverse axis, is opened at least partly until a substantially largeacute-angled gap is formed, and that one of during and after the openingof the second window pane the first window pane is moved into theclosing position and that finally the second window pane is closed. 9.The method according to claim 1, wherein an upper edge of the windowpane prior to execution of a last phase of the closing movement is movedinto a sealing area so that the upper edge is covered by a sealingprofile.
 10. The method according to claim 1 wherein after conclusion ofa second phase of the closing movement of the window pane, a secondpress into a substantially vertical direction takes place.
 11. A devicefor adjusting a window pane of a motor vehicle with anti-trapprotection, comprising: a motor driven and electronically controlledadjusting mechanism; a window lifter mechanism; wherein in an at leastpartly opened position of the window pane between a side edge of thepane and an associated closing edge of one of a further window pane anda body part there is a gap which can be closed during closing of thewindow pane; wherein the window lifter mechanism is formed so that theside edge of the window pane in each adjusting position between the atleast partly opened position and a practically completely closed paneposition includes with the associated closing edge of the one of thefurther window pane and the bodywork part an acute-angled gap which in alast phase of a closing movement can be closed by at least one of asubstantially horizontal displacement and a rotary movement of thewindow pane about a transverse axis.
 12. The device according to claim11 wherein the adjusting mechanism has one of guide slides and guiderails which are provided for guiding slide elements connected to thewindow pane and which are connected to a drive device of the adjustingmechanism.
 13. The device according to claim 11 wherein the adjustingmechanism has a lever gearing which controls phases of vertical andhorizontal adjusting movements of the window pane.
 14. The deviceaccording to claim 11 wherein an upper edge of the window pane onreaching the practically completely closed position forms with anassociated outer contour of a body sealing area at most a gap which isso narrow that it is not possible for parts of a body to become trapped.15. The device according to claim 14 wherein the upper edge of the paneon reaching the practically completely closed pane position is locatedcompletely inside the body sealing area without having fully reached anend position of the window pane.
 16. The device according to claim 11wherein the window pane is a first window pane and the one of thefurther window pane and the body work part is a second window pane, andwherein an electronics unit which electronically couples the adjustingmechanisms of the two window panes which with their side edges form acommon closing region so that the adjusting movements of the two windowpanes are tuned with each other according to a program filed in anelectronic memory.